mccallum



s sheets-.sheet 1.

Patented Jen. 26, 1897.

:Tins co., Pno'muwo. wAsu D. W. MGGALLUM.

LOGOMOTVE.

(No Model.)

nu: Noam P 3 Sheets- Sheet 2. D. W: MG'CALLUM.

(No Model.)

LOGOMOTIVE.

N0. 575,969. Patented Jan. 26, 1897.

o o o o o o o oo O D 0 0 O Q O DAG. e o o o o 0 o o o Q O 0 O 0 O 0 D OO 0 D 0 0 0 D O O D O 0 O O O 0 0 o a l/ I (No Model.) 3 Sheets-sheet 3.9

D. W. MCOALLUM.

y LOGOMOTIVB. No. 575,969.

Patented Jan. 126,4 1897.

` UNiTnD STATES.

DANIEL IV. MCOALLUM, OF ST. LOUIS,

PATENT OFFICE.;

IMISSOURI, ASSIGNOR OF TWO-THIRDS TO WILLIAM E. KUHLHOFF, OF FORTVORTI'I, AND JEFF L. FINLEY, OF

DENISON, TEXAS.

LOCOMOTIVE.

SPECIFICATION forming part of Letters Patent No. 575,969, dated January26, 1897.

Application filed April 8, 1896.

Be it known that I, DANIEL W. MCCALLUM, of the city of St. Louis, Stateof Missouri, have invented certain new and useful Improvenients inLocomotives, of which the following is a full, clear, and exactdescription,

reference being had to the accompanying` i drawings, forming a parthereof.

My invention relates to an improved locoio motive or traction-engine;and it consists in the novel construction, combination, and arrangementof parts hereinafter described and claimed.

In the drawings, Figure 1 is a side eleva- 15 tion of my improvedhigh-pressure locomotive, drawn withespecial reference to showing theupper part of the locomotive. The drivin g-wheels are shown in dottedlines, and the driving mechanism and connections are 2o not shown. Fig.2 is a top plan view of the running-gear. Fig. 3 is a longitudinalsectional elevation of the boiler shown in Fig. 1, taken on a lineapproximately through the center. Fig. 4 is a sectional view taken onthe line 4 4 of Fig. Fig. 5 is a side elevation, partly in section, of alock-sheave and chain of which I make use. Fig. 6 is a top plan view ofthe lock-sheave shown in Fig. 5. Fig. 7 is a top plan view in detail ofthe frame and its connections. Fig. S is a vertical transverse sectionalview taken on the line S 8 of Fig. l. Fig. 9 is a perspective of onepart of the joint forming the connection between the driving-springs andthe drivingboX of the axle. Fig. 10 is the mating part of the jointshown in Fig. 9. Fig. 11 is a side elevation of the piece of theire-boX, showing the connection between the fire-box and the frame. Fig.12is a vertical transverse sectional view taken on the line 12 12 ofFig. 1.

In the construction of my improved locomotive I make use of myhigh-pressure steamboiler, which is shown and described in detail in myapplication filed March 10, 1896, 45 Serial No. 582,679. While the shapeof the boiler is changed to suit the special purpose of atraction-engine or locomotive, the essential elements are the same asthose shown in my prior application. Y Referring by numerals to the d 5orawings, 1,

2, 3, and 4 are the shells, in each of which is Serial No. 586,658. (Noniodel located a series of nues 5, (5, 7, and 8, respectively. Theshells are attached to the sheets 9 and 10, and the fines are attachedto the sheets 11 and 12. The sheet 11 forms one side of the fire-box,and said fire-box has the grates 13 in the bottom thereof.

Between the rear sheet of the boiler and the rear sheet 15 of thelire-box is formed a rectangular shell through which is an aperture 16for supplying fuel to the fire-box. The sheets 14 and 15 are attachedtogether by stay-bolts in the usual way. A similar shell is formedbetween the sheets 9 and 11 in the rear of the fire-box. On top of thetire-box is a triangular shell communicating with the shells justdescribed and with the steani-dome 17, which is a 'shell positionedabove the shells 1 and 3 and constructed without flues. Between thesheets 10 and 12 is formed a rectangular shell extending upwardly to alevel above the steam-dome 17, and a pipe 18 connects the upper part ofthis shell with the steam-dome.

Between the sheet 12 and the front end of the boiler 19 is a shell whichforms the base of the smoke-stack 19u. A pipe 2O is positionedapproximately in the longitudinal center of the steam-dome 17 and has anelbow 21 on its rear end, to which is attached a short piece of pipe 22,having the flaring outer end 23. In the forward end of the pipe 20 andoutside of the steam-dome is an ordinary throttle-valve 24, to which isattached an arm and connectingrod 26 for operating said arm. lDirectlyin front of the valve 24 is a T-coupling 27, from each end of whichextend pipes 28 and 29, connecting with the steamchests 30 and 31.

The frame which supports the boiler and superstructure of the locomotiveortractionengine consists of the horizon tal parallel bars 32 and 33,which bars are connected together by the cross-bars 34 and 35. Below thebars 32 and 33 and parallel therewith are bars 36. The bars 3b' areconnected at their ends with the ends of the bars 32 and 33 by bars 37and 38. Between the bars 36 and 33 are pairs of vertically-arrangedparallel bars 39, 40, and 41, between which the driving-boxes 42, 43,and 44 of the driving-wheels operate.

Driving-sprin gs 45, 46, and 47 are placed on IOO top of thedriving-boxes 42, 48, and 44, with their outer ends curved upwardly. Aspringhanger 48 connects the rear end of the spring 47 with theequalizer 88, and a spring-hanger 49 connects the forward end of saiddrivingspring with the rear end of the equalizer 50, which beam isfulcrumed'at its center tothe lugs 50, which are attached to and dependfrom the bars 86. Braces 51 and 52 are inserted directly above the lugs50", between the bars 33 and 8G.

A spring-hanger 5o connects the rear end of the drivin g-sprin g 46 withthe forward end of said equalizerl 50. A spring-hanger 54 connects theforward end of the driving-spring 4G with the rear end of the equalizer55, which is fulcrumed at its center to the lugs 55a, which are attachedto and depend from the bars 36. Braces 5G and 57 are inserted directlyabove the lugs 55, between the bars 83 and 3G.

A spring-han ger 58 connects the rear end of the driving-spring 45 withthe forward end of the equalizer 55, and a spring-hanger 59 connects theforward end of the driving-spring 45 with the bar 38. The opposite sideof the frame is essentially the same as that just described.

About mid way between the boxes 43 and 44 an upright frame G0,supporting the bearing 6l, is fixed to the bar 33, and a similar framein horizontal alinement therewith is fixed to the bar A driving-shaft 62is mounted in the bearing 61, and on the end of said shaft are disks G3and G4, in the faces of which the crank-pins 65 and 6G are rigidlymounted. A shaft 67 is mounted in the boxes 44 transversely of theframe, and near each end of the shaft and outside of the frame is fixedordinary car-wheels (38 and (39, and on the end of said shaft G7,outside of said wheels, is fixed lock-sheaves 70 and 71.

Mounted in the boxes 48 and transversely of the frame is a shaft 72, andupon each end of said shaft, outside of the frame, are carwheels 73 and74, and upon the extremev ends of said shaft and outside of said wheelsare lock-sheaves 75 and 7 G. Lock-sheaves 77 and 78 are mounted uponsaid shaft 72 just inside of the boxes 4S, and lock-sheaves 79 and 80are mounted upon said shaft 72 inside of said lock-sheaves 77 and 78.

Ashaft 8l is mounted in the boxes 42 transversely of the frame, andcar-wheels 82 and 83 are mounted upon the extreme ends of said shaft andoutside of the frame, and locksheaves 88 and 84 are mounted upon saidshaft 81 just inside of the frame. Locksheaves 85 and 86 are mountedupon the shaft G2 between the bars 82 and inside of the bearings Gl.Chains 87 and 88 connect the lock-sheaves 86 and 79 and the lock-sheaves85 and 80, respectively. Chains 89 and 90 connect the lock-sheaves 70and 7G and 71 and 75, respectively. Chains 91 and 92 connect thelock-sheaves 78 and 84 and 77 and 83, respectively. Main rods 93 and 94connect the crank-pins C5 and Gb' with the pistons of the cylinders 30and 31, respectively.

A double-action pump having the cylinders 95 and 95 is located above andbehind the main driving-shaft 72 and directly in the center thereof. Alever 9G, fulcrumed from the bar 83 by the arm 9Ga and connecting withthe rod 97, operates said pump, one end of said rod 97 being connectedto the cross-head 98 of the engine 31 by the arm 99 and operatedthereby.

100 indicates the cross-head of the engine 30.

A McCallum feed-Water heater 101 is placed between the shafts 72 and. 81and between the bars 82 and Pipes 102 and 108 lead to said feed-waterheater from the steam-chests, and said feed-water heater is suppliedwith water by the pipe 104, leading from the pump. Said pump draws waterfrom the tender-tank through the pipe 105. Pipes 106 and 107 lead fromthe feed-water heater into the base of the smoke-stack. The pipe 106carries the exhaust-steam from the heater-coil contained in thefeed-water heater 101 and discharges it into the smoke-stack. The pipe107 carries the hot water from said feed-water heater 101 and dischargesit into the lower shell 108 of the secondary heater located within thebase of the smoke-stack. The shells 109 and 110 are connectedsuccessively to the shell 108, and the hot water passes from the pipe107 through the three shells 108, 109, and 110, respectively, and outthrough the pipe 111,

and by said pipe 111 is carried down in front of the sheet 12 anddischarged into the bottom of the boiler, as shown in Fig. 3. rPhe steamgenerated within the feed-water heater passes out of the shell 110 andupt-hrough the pipe 111and upward through rthe pipe 112 and isdischarged through the upper part of the sheet 12 into the boiler. Thefeedpipe 105 is connected by' the T-coupling 113 to the pipes 114 and115. An inlet-valve 116 is located in the pipe 114 and a similarinletvalve 117 is located in the pipe 115.

The pipe 114 communicates with the pumpcylinder 95 and the pipe 115 withthe pumpcylinder 95. On the opposite side of said pump-cylinders arelocated pipes 118 and 119, and connect, respectively, to thepump-cylinders 95 and 95a. In the pipe 118 is an'outletvalve 120 and inthe pipe 119 is a similar outlet-Valve 121, and by the T-coupling 122said pipes 118 and 119 are connected to the pipe 104, leading to thefeed-water heater 101. Inside of the said feed-water heater 101 is theusual steam-heater coil, supplied by the exhaust-steam from thesteam-chests 30 and 31 through the pipes 102 and 103. The waterdischarged into the feed-water heater th rough the pipe 104 circulatesaround this coil.

In Figs. 9 and 10 are shown enlarged views, in detail perspective, ofthe connection between the springs and the boxes of the axles. Thisconnection comprises a plate 128, resting directly upon top of thedriving-box of the axle. On the end of this plate ,are up- IOD IIO

`123 and said arms and lugs at-tached thereto is designed to have eitherof the bars 32 or 33 operate directly above the vcenter of said plateand between said arms. The plate 128 has downwardly-projecting edges 129and 130, in which are formed the semicircnlar recesses 131 and 132 inhorizontal alinement with each other, and designed to fit and operateupon the upper end of the arms 124 and 125 and the lugs 126 and 1.27.. iThe springs fit directly on top of said plate 12S. The recess betweenthe downwardly-projecting edges 129 and 130 is deep enough to 'allow ofthe action of the spring.

Brackets 133 are attached to each side of the fire-box and rest directlyupon the frameV 32 and v33, as shown in Fig. 12. A bridge 134 is placedtransversely of the front end of the boiler, and its ends rest upon theframe 32 and 33, as indicated in Fig. S. Arms 135 and 136, attached tothe frame 32 and 33, project inwardly and support the feed-water heater101. Bars 137 and 138 are positioned transversely of the frame and havetheir ends attached to the frame and 33, and said bars support the pump.The valves of the steamchests are controlled by eccentrics 140 and 141in the usual way. Theeccentrics 140 and 141 are controlled by theengineer by means of the shifting rod 142, operating in the groovedcollar 143 and fulcrumed to the bar 33 by the arm 144, and attached tothe free end of the shifting rod 142 is a rod 145,.operating in a slot146, attached to the bar 32, and pivoted to the outer end of said rod145 is a rod 147, communicating with the cab, by which said rod 145 isreciprocated to move the shifting rod and reverse the engine. I

In the operation of myimprovedlocomotive .the connecting-rods 93 and 94operate in the cylinders 30 and 31 in the usual way and rotate thedriving-shaft 62, carrying the locksheaves and S6, thus driving thechains 87 and S8, which chains comm unica-te motion to thedriving-wheels 79 and 8O and rotate the driving-shaft 72, therebydriving the. lock-- sheaves v77 and 78, and through the chains 91 and 92rotating the shaft 81, and through the chains 89 and 90 rotating theshaft 67. It will be noticed that the lock-sheaves S5 and 86 are twicethe diameter of the lock-sheaves 7 9 and 80. This construction is usedwhere high speed is desired; but in freight-engines for hauling heavyloads the lock-sheaves 85 and 86 are placed upon the driving-shaft '7 2and the lock-sheaves 79 and 8O are placed upon the driving-shaft 62,thus increasing the strength of the engine and decreasing the speed ofthe locomotive. By changing and interchangng the lock-sheaves on theshafts 62 and 72 the relative speed and strength of the locomotive maybe varied to suit the occasion without changing the size of thedrivewheels. Another great ad vantage of this con'- struction lies inthe fact that the drivingwheels in front of the cylinders are driven thesame as the other driving-wheels, and

thus one-third more power is gained by the additional friction betweenthe drive-wheels andthe rails than can be accomplished by t-he oldconstruction of placing the ordinary lifeless truck under the front endof the locomotive. By using the McCallum high-pressure steam-boiler andthe McCallum feed-water heater much saving in water and fuel isaccomplished, and a corresponding saving is made in the dead-weight ofthe locomotive to be transported. The fact that the locomotive islighter in proportion to its strength and that the friction between theWheels and rails is divided up among all the wheels makes the locomotivemuch easier on the road-bed and rails, and consequently much safer andless liable to be derailed. The entire weight of the engines and boilersrests upon the drivingwheels, and there are no counterbalances requiredin said driving-wheels and no heavy connecting-rods between saiddriving-wheels.

Instead of the usual connecting-rods, Ifemploy a double train of chain-gearing as a safety precaution, in order that if one train should breakor become disabled the remaining train will still continue to operatethe driving-wheels. By this construction the locomotive is much lessliable to be derailedby passing over stock or other obstructions uponthe track.

Anynumber of driving-Wheels may be'used in my improved locomotive, andthis construction Will be found very useful not only forrailroad-locomotives, but for street-motors, farmengines,`and any otherpurposes to which a traction-engine is suitable.

I clainl-` 1. In a locomotive, a series of Water-shells each containinga series of fire-flues, a feedwater heater, a pipe discharging Waterfrom said feed-water heater into the lower ones of said Water-shells anda pipe discharging steam from said feed-Water heater into the upper onesof said water-shells, substantially as specified.

2. In a locomotive, a series of Water-shells, each containing a seriesof iire-iiues, a feedwater heater, a pipe discharging water from saidfeed-water heater into the lower ones of said water-shells, a pipedischarging steam from said feed-water heater into the upper ones of`said Water-shells, and a double-action plunger-pump connected to andoperated by the cross-head of the engine for the purpose of feedingwater to the feed-water heater, substantially as specified.

3. In a locomotive, a series of Water-shells, each containing a seriesof fire-ilues, a feedwater heater, a pipe discharging Water from saidfeed-Water heater into the lower ones of said Water-shells, a pipedischarging steam from said feed-Water heater into the upper ones ofsaid water-shells, a double-action IOO plunger-pump connected to andoperated by the cross-head of the engine for the purpose -of feedingWater to the feed-water heater, and

pipes discharging the exhaust from the steamchest into said feed-Waterheater, substantially as specified..

4. In a locomotive, a series of shells, each containing a series offire-fines, a feed-Water heater, a double-action plunger-pump supplyingsaid feed-water heater, said pump being operated by connections With thecrosshead of thc engine, pipes discharging the cxhaust from thesteam-chests into said feed- Water heater, pipes discharging the exhaustfrom said feed-Water heater into the smokestack, auxiliary feed-Waterheaters located in the base of the smoke-stack, a pipe discharging theWater from the first-mentioned heater into said auxiliary heater, andpipes discharging the steam from said auxiliary heaters into the upperones of said Watershells and a pipe discharging the Water from saidauxiliary heaters into the lower of said Water-shells, substantially asspecified.

5. In a locomotive, a series of Water-shells,

each containing a series of iire-flues, a feedu'ater heater dischargingwater into said shells, a shell, constituting the steam-dome, above saidshells, pipes leading from said steam-dome, steam-chests at the outerends of said pipes, cylinders connected to said.

the first-mentioned pair of sheaves, chains connecting said sheaves, asecond pair of sheaves upon the shaft of said truck, a'pair of sheavesupon the axle of the front truck and in alinement with said second pairof sheaves, chains connecting said second pair of sheaves with thelast-mentioned pair of sheaves, substantially as specified.

G. In a locomotive, a series of Water-shells, each containing a seriesof fire-fines, a feed- Water heater discharging Water into said shells,a shell above said Water-shells, and

constituting the steam dome, steam -pipes leading from said steam-dome,steam-chests at the ends of said steam-pipes, steam-cylinders connectedto said steam-chests, pistons in said steam-cylinders, connecting-rodsattached to the piston-rods, a shaft positioned transversely of thelocomotive, crank-arms upon the ends of said shaft and connected to saidconnecting-rod, a pair of sheaves upon said shaft, a second pair ofsheaves upon the axle of the center truck, chains connecting` the iirstand second pair of sheaves, a third pair of sheaves upon the axle ofsaid truck, a fourth pair of sheaves upon the axle of the forward truck,chains connecting said third and fourth pairs of sheaves, a fifth pairof sheaves upon the ends of the axle of the center truck, a sixth pairof sheaves upon the ends of the axle of the rear truck, and chainsconnecting said fifth and sixth pairs of sheaves, substantially asspecified.

In testimony whereof I affix niy signature in presence of two witnesses.

DANIEL W. MCCALLUINI. Vitnesses:

MAUD GRIFFIN, S. G. WELLs.

